The New York Subway

dequate to operate trains in both local and express service at the highest speeds compatible with safety to the traveling public. For each of t

onsideration of grade does not materially affect determination of the limiting speed. While the majority of the curves are of large rad

te 25 miles an hour, including stops. The maximum speed of trains will be 45 miles per hour. The avera

s, a draw-bar pull of 44,000 pounds would be necessary-a pull equivalent to the maximum effect of six steam locomotives such as were used recently upon the Manhattan Elevated Railway in New York, and equivalent to the pull which can be exerted by two passenger locomotives of the late

d, since the average distance between express stations is nearly two miles. In the case of local trains, however, which average nearly three stops per mile, no considerable reduction in the acceleration is possible without a material reductio

tch

and uncoupling would be involved by the comparative frequent changes of train lengths. In an eight-car multiple-unit express train, the first, third, fifth, sixth, and eighth cars will be motor cars, while the second, fourth, and seventh will be trail cars. An eight-car train can be reduced, therefore, to a six-car train by uncoupling two cars from either end, to a five-car train by uncoupling thre

P. RAIL

to

pecifications prepared by engineers of the Interborough Company, and will operate at an average effective potential of 570 volts. They are supplied by two ma

P. RAIL

ith gear and gear case, is 5,900 pounds. The corresponding weight of the other is 5,750 pounds.

P. RAIL

r Co

beneath the cars, and so open and close the main power circuits which supply energy to the motors. A controller is mounted upon the platform at each end of each motor car, and the entire train may be operated from any one of the points, the motorman normally taking his post on the front platform of the first car. The switches which open and close the power circuits through motors and rheostats are called contactors,

NDER COMPOS

s of fireproof material, of which asbestos is the principal constituent. Furthermore, the vulcanized rubber insulation of the wires themselves is covered with a special braid of asbestos, and in order to diminish the amount of combustible insulating material, the highest grade of vulcanized rubber has been used, and the thickness of the insulation correspondingly reduced. It is confidently believed that the woodwork of the car body proper cannot be seriously endangered by an accident to the electric appar

the apparatus differs materially from that adopted in wiring the outfit of cars first ordered, and, as the resu

s abandoned and iron pipe substituted. In every respect it is believed that the design and workmanship employed in mounting an

UNDER STEE

system of fuses, the function of which is to melt and open the

third rail. At certain cross-overs this operates to prevent extinguishing the lamps in successive cars as the train passes from one track to another. The controller is so constructed that when the train is in motion the motorman is compelled to keep his hand upon it, otherwise the powe

g and

s been practically safe-guarded to avoid, so far as possible, all risk of short-circuit or fire, the wire used for the heater circuits being carried upon porcelain insulators from all woodwork by large clearanc

E AL

to four lamps provided for platforms and markers. The lamps for lighting the interi